Auxiliary power unit inlet assembly with particle separator

ABSTRACT

An inlet assembly for an auxiliary power unit for an aircraft, including a particle separator and a plenum having first and second inlets. A first duct configured to deliver air to an engine of the auxiliary power unit is in fluid communication with an outlet of the plenum. A second duct configured to deliver air to a compartment containing the auxiliary power unit is in fluid communication with the outlet of the plenum. The assembly is selectively configurable between a first configuration where the plenum is in fluid communication with the environment of the aircraft through the second inlet and through the particle separator, and a second configuration where the plenum is in fluid communication with the environment of the aircraft through the first inlet independently of the particle separator. An auxiliary power unit assembly and a method of feeding air to an auxiliary power unit assembly are also discussed.

TECHNICAL FIELD

The application relates generally to auxiliary power unit assembliesand, more particularly, to such assemblies including one or moreinternal combustion engine.

BACKGROUND OF THE ART

Aircraft auxiliary power unit assemblies are typically used duringground operation, and as such may be exposed to contaminants, such assoil particles and sand. Low temperature operation may also expose theauxiliary power unit assembly to icing conditions. Contaminants and iceformation may be detrimental to the operation of the auxiliary powerunit assembly, particularly when such assemblies include internalcombustion engine(s).

Filters may be provided upstream of the internal combustion engine(s);however, such filters may be susceptible to clogging by ice and/orparticles, and/or may be hard to access for replacement or repair.

SUMMARY

In one aspect, there is provided a movable inlet assembly for anauxiliary power unit for an aircraft, the assembly comprising: a firstinlet defined on an exterior skin of the aircraft, the first inletfluidly communicating between an environment of the aircraft and anengine of the auxiliary power unit via a particle separator when theinlet assembly is in a first configuration; a second inlet defined on anexterior skin of the aircraft, the second inlet fluidly communicatingbetween the environment of the aircraft and the engine independently ofthe particle separator when the inlet assembly is in a secondconfiguration; a member selectively positionable to substantially blockcommunication between the second inlet and the engine when the inletassembly is in the first configuration.

In another aspect, there is provided an auxiliary power unit assemblyfor an aircraft, comprising: an internal combustion engine received in acompartment; a particle separator configured to remove particles from aflow; an inlet assembly including: a first inlet fluidly communicatingbetween an environment of the aircraft and the internal combustionengine via a particle separator when the inlet assembly is in a firstconfiguration and fluidly communicating between the environment and thecompartment via the particle separator when the inlet assembly is in thefirst configuration; a second inlet fluidly communicating between theenvironment and the engine independently of the particle separator whenthe inlet assembly is in a second configuration and fluidlycommunicating between the environment and the compartment when the inletassembly is in the second configuration; a member selectivelypositionable to substantially block communication between the secondinlet and the engine when the inlet assembly is in the firstconfiguration; wherein the first and second inlets communicate with theinternal combustion engine through a filter and with the compartmentindependently of the filter.

In a further aspect, there is provided a method of feeding air to anauxiliary power unit assembly of an aircraft, the method comprising: ina contaminated environment, circulating air from the environment of theaircraft into a plenum through a particle separator to remove particlesfrom the air; in a clean environment, circulating air from theenvironment of the aircraft into the plenum at least in part withoutcirculating through the particle separator; and in the contaminated andclean environments, circulating a first portion of the air from theplenum to an inlet of an internal combustion engine of the auxiliarypower unit assembly through a filter and a second portion of the airfrom the plenum to a compartment containing the internal combustionengine independently of the filter.

DESCRIPTION OF THE DRAWINGS

Reference is now made to the accompanying figures in which:

FIG. 1 is a diagram of an engine assembly in accordance with aparticular embodiment;

FIG. 2 is a schematic cross-sectional view of a rotary engine which canbe used in the engine assembly of FIG. 1;

FIG. 3 is a schematic side cross-sectional view of an auxiliary powerunit assembly in accordance with a particular embodiment, which mayinclude an engine assembly such as shown in FIG. 1;

FIG. 4 is a schematic top cross-sectional view of a filter of theassembly of FIG. 3;

FIG. 5 is a schematic side cross-sectional view of part of the assemblyof FIG. 3, showing an example of icing conditions;

FIG. 6 is a schematic side cross-sectional view of an auxiliary powerunit assembly in accordance with another particular embodiment, in afirst configuration;

FIG. 7 is a schematic side cross-sectional view of the assembly of FIG.6 in a second configuration;

FIG. 8 is a schematic tridimensional view of an inlet assembly inaccordance with another particular embodiment, which may be used with anengine assembly such as shown in FIG. 1; and

FIG. 9 is another schematic tridimensional view of the inlet assembly ofFIG. 8.

DETAILED DESCRIPTION

Referring to FIG. 1, a compound engine assembly 10 which in a particularembodiment is used as an auxiliary power unit (APU) is generally shown.The engine assembly 10 generally includes a supercharger compressor 20compressing the air to feed an engine core 12′ including one or moreinternal combustion engines 12, and a load compressor 21 providing bleedair for the aircraft. Alternately, the supercharger compressor 20 mayalso act as the load compressor, i.e. both functions may be performed bya same compressor.

The exhaust from the engine core 12′ is fed to one or more turbines 26,22 of a compounding turbine section. One or more of the turbines 26, 22is/are configured to compound power with the engine core 12′; in theembodiment shown, the turbine and engine shafts are coupled through atransmission provided by a gearbox 28. The compressor(s) 20, 21 aredriveable by the engine(s) 12 either directly or indirectly, i.e. thecompressor(s) 20, 21 may be driven by the turbines 26, 22 and/or theengine core 12′. In the embodiment shown, the compressors 20, 21 aredriven by the turbines 26, 22, for example by being coupled to the sameshaft or being engaged to the turbine shaft through a transmissionprovided in the gearbox 28. In another particular embodiment, theshaft(s) of the compressor(s) 20, 21 is/are engaged to the output shaft16 of the engine core 12′, either directly or through a transmission.

In a particular embodiment, the internal combustion engine(s) 12 arerotary intermittent internal combustion engines, for example Wankelengines; it is however understood that other types of intermittentinternal combustion engines or other types of internal combustionengines may alternately be used.

Referring to FIG. 2, an example of a Wankel engine which may be used inthe engine core 12′ is shown. It is understood that the configuration ofthe engine(s) 12, e.g. placement of ports, number and placement ofseals, etc., may vary from that of the embodiment shown.

The engine 12 comprises a housing 32 defining a rotor cavity having aprofile defining two lobes, which is preferably an epitrochoid. A rotor34 is received within the rotor cavity. The rotor defines threecircumferentially-spaced apex portions 36, and a generally triangularprofile with outwardly arched sides. The apex portions 36 are in sealingengagement with the inner surface of a peripheral wall 38 of the housing32 to form and separate three working chambers 40 of variable volumebetween the rotor 34 and the housing 32. The peripheral wall 38 extendsbetween two axially spaced apart end walls 54 to enclose the rotorcavity.

The rotor 34 is engaged to an eccentric portion 42 of an output shaft 16to perform orbital revolutions within the rotor cavity. The output shaft16 performs three rotations for each orbital revolution of the rotor 34.The geometrical axis 44 of the rotor 34 is offset from and parallel tothe axis 46 of the housing 32. During each rotation of the rotor 34,each chamber 40 varies in volume and moves around the rotor cavity toundergo the four phases of intake, compression, expansion and exhaust.

An intake port 48 is provided through the peripheral wall 38 foradmitting compressed air into one of the working chambers 40. An exhaustport 50 is also provided through the peripheral wall 38 for discharge ofthe exhaust gases from the working chambers 40. Passages 52 for a sparkplug, glow plug or other ignition mechanism, as well as for one or morefuel injectors of a fuel injection system (not shown in FIG. 1) are alsoprovided through the peripheral wall 38. Alternately, the intake port48, the exhaust port 50 and/or the passages 52 may be provided throughthe end or side wall 54 of the housing. A subchamber (not shown) may beprovided in communication with the chambers 40, for pilot or preinjection of fuel for combustion.

For efficient operation the working chambers 40 are sealed byspring-loaded peripheral or apex seals 56 extending from the rotor 34 toengage the inner surface of the peripheral wall 38, and spring-loadedface or gas seals 58 and end or corner seals 60 extending from the rotor34 to engage the inner surface of the end walls 54. The rotor 34 alsoincludes at least one spring-loaded oil seal ring 62 biased against theinner surface of the end wall 54 around the bearing for the rotor 34 onthe shaft eccentric portion 42.

The fuel injector(s) of the engine 12, which in a particular embodimentare common rail fuel injectors, communicate with a source 30 (seeFIG. 1) of Heavy fuel (e.g. diesel, kerosene (jet fuel), equivalentbiofuel), and deliver the heavy fuel into the engine 12 such that thecombustion chamber is stratified with a rich fuel-air mixture near theignition source and a leaner mixture elsewhere.

Referring back to FIG. 1, the assembly 10 includes one or more heatexchanger(s) 24, for example for receiving a coolant (e.g., liquidcoolant) of the engine(s) 12. In a particular embodiment, the heatexchanger 24 for the engine coolant and the coolant circulation system25 are distinct from any fuel and lubricating system of the engine(s) 12and of the auxiliary power unit assembly as a whole. The dedicatedengine coolant may be for example water, or water mixed with anti-freezeliquid(s) such as ethylene glycol. Additional heat exchangers 24 may beused, for example, to cool the oil or other lubricant of the engineassembly 10 and to cool the compressed air between the superchargercompressor 20 and the internal combustion engine(s) 12.

In a particular embodiment, an auxiliary power unit assembly includes anengine assembly 10 such as described above, and a movable inlet assemblywhich may have various configurations. Referring to FIG. 3, an inletassembly 114 in accordance with a particular embodiment is shown, whichis particularly, although not exclusively, suitable for use incontaminated environments, with ambient air containing dust particles orsupercooled water droplets. Although the auxiliary power unit assembly100 is shown as including the engine assembly 10 of FIGS. 1-2, it isunderstood that the engine assembly can alternately have any othersuitable configuration.

The engine assembly 10 and inlet assembly 114 are received in anenclosure 164, for example defined by a compartment of the aircraft. Thewalls of the enclosure 164 define a main inlet opening 166 defined on anexterior skin of the aircraft, which is selectively closable andopenable by a main inlet door 168; in the embodiment shown, the maininlet door 168 is pivotable and forward-facing. A relatively short maininlet duct 170 extends from the main inlet opening 166. Three ductsextend from the main inlet duct 170: an engine duct 172, a compartmentduct 174, and a bleed duct 176. The engine duct 172, compartment duct174 and bleed duct 176 are each configured to be in fluid communicationwith the environment of the aircraft (i.e., receive outside air) whenthe main inlet door 168 is open, through the main inlet opening 166 andmain inlet duct 170. Alternately, the compartment duct 174′ (as shown indotted lines in FIG. 3) may communicate with the environment of theaircraft through another inlet opening separate from the main inletopening 166, which can for example have a fixed opening or be have anopening with a variable area, for example as defined by a plurality ofmovable louvers which can open or close during flight.

The engine duct 172 is in fluid communication with the inlet of theinternal combustion engine(s) 12 through the supercharger compressor 20,i.e. the engine duct 172 is in fluid communication with the inlet of thecompressor 20. It is however understood that with an engine assemblyhaving a different configuration, the engine duct 172 may communicatedirectly with the internal combustion engine(s) 12.

The compartment duct 174 is in fluid communication with a compartment178 of the enclosure 164 containing the engine assembly 10, such as toprovide cooling air to the engine assembly 10. In the embodiment shown,the heat exchanger(s) 24 is/are located in the compartment 178 with airpassages of the heat exchanger(s) 24 being in fluid communication withthe compartment 178; the cooling air discharged by the compartment duct174 can be used partially or entirely by the heat exchanger(s) 24. In aparticular embodiment, one or more fan(s) (not shown) are driven by theinternal combustion engine(s) 12 to drive the air from the compartment178 through the heat exchanger(s) 24 and back to the environment throughan exhaust duct of the engine assembly 10.

The bleed duct 176 is in fluid communication with the inlet of the loadcompressor 21, which provides compressed air for the aircraft. In theembodiment shown, the engine and bleed ducts 172, 176 extendside-by-side and are separated by a common wall 180 configured as a flowsplitter having a leading edge defined at the junction of the two ducts172, 176. In a particular embodiment, the engine and bleed ducts 172,176 are relatively sized and positioned so that approximately 30% of thetotal flow to the engine and bleed ducts 172, 176 is circulated into theengine duct 172. Other sizes and flow proportions are also possible.

A filter 182 is received in and extends across the engine duct 172, sothat all the air circulating into the engine duct 172 circulates throughthe filter 182. The filter 182 has a zigzag shape formed by first andsecond filter portions 184, 186 configured to filter the air flow (e.g.,permeable to air but having a pore size selected to prevent particlesgreater than a predetermined size from passing therethrough), and by acollection member 188 at least impermeable to water.

The first filter portion 184 extends across only part of the span of theengine duct 172 and defines a transverse edge 190 extending across theengine duct 172. The first filter portion 184 is positioned to receive amajority of the flow coming into the engine duct 172, and accordinglyextends transversely to the flow. In the embodiment shown, the firstfilter portion 184 is angled with respect to (i.e. extends at a non-zeroangle from) the longitudinal direction L of the engine duct and is alsoangled with respect to (i.e. extends at a non-zero angle from) theperpendicular to that longitudinal direction L. The first filter portion184 is angled so that the transverse edge 190 is located downstream ofthe opposed end 192 of the first filter portion 184 adjacent the ductwall.

The second filter portion 186 extends downstream from the transverseedge 190 of the first filter portion 184, and accordingly has an end 194located downstream of the transverse edge 190. The two filter portions184, 186 are angled with respect to each other, i.e., non-parallel; acorner defining a leading edge is formed at the transverse edge 190. Inthe embodiment shown, the second filter portion 186 extends along (i.e.,parallel to, or close to a parallel to) the longitudinal direction L ofthe engine duct 172; in use, the second filter portion 186 may extendvertically. Accordingly, the second filter portion 186 extends along orsubstantially along the direction of the flow in the engine duct 172upstream of the filter 182, and the flow needs to be redirected orturned before passing through the second filter portion 186.

The collection member 188 extends between the downstream end 194 of thesecond filter portion 186 and the adjacent wall 180 of the engine duct172 defining the splitter between the engine duct 172 and the bleed duct176, i.e. it extends across the remainder of the span of the engine duct172. The collection member 188 is non-parallel to the second filterportion 186. In the embodiment shown, the collection member 188 extendsperpendicularly, or approximately perpendicularly, to the longitudinaldirection L of the engine duct 172, and accordingly is non-parallel tothe first filter portion 184. In a particular embodiment, the collectionmember 188 includes a solid plate impermeable to air.

In a particular embodiment and as can be seen in FIG. 4, the engine duct172 has a rectangular cross-section, formed by two pairs of opposedwalls 172 a, b and 172 c, d. The first filter portion 184 is adjacent,for example connected to, one wall 172 b of the first pair, while thecollection member 188 is adjacent, for example connected to, the otherwall 172 a of the first pair (e.g. splitter 180). The second filterportion 186 extends spaced from the walls 172 a, b of the first pair.The two filter portions 184, 186 and the collection member 188 allextend adjacent, for example connected to, the walls 172 c, d of thesecond pair. The first filter portion 184 has a greater cross-sectionalarea than the collection member 188. Other configurations are alsopossible.

The first filter portion 184 is positioned with respect to the maininlet opening 166 so as to extend across a direct path from the maininlet opening 166 to the engine duct 172, so that a majority of the flowinto the main inlet duct 170 into the engine duct 172 is directedthrough the first filter portion 184. By contrast, the second filterportion 186 is positioned so that the flow has to turn to passtherethrough. In a particular embodiment, the filter 182 is accordinglyshaped and oriented to provide enough frontal area to avoid highpressure losses and to prevent complete blockage under icing conditions.The relative locations of the transverse edge 190 and the leading edgeof the splitter 180 are selected so that the ice accretion at theselocations prevents complete airflow blockage on the second filterportion by taking advantage of the natural flow separation, as detailedbelow.

In use and referring to FIG. 5, the flow containing air and supercooledwater droplets is circulated to the engine duct 172 and in majoritythrough the first filter portion 184, since the first filter portion 184extends across the direct route for the flow coming from the main inletduct 170. However, as the supercooled water droplets are retained on thefirst filter portion 184, an ice layer is progressively formed on thefirst filter portion 184 ; I₁, I₂ illustrate and example of ice build-upover time, with I₂ representing additional build-up over I₁. As thefirst filter portion 184 is covering with ice, it becomes less permeableto air, and can become completely obstructed (as shown by I₂), causingrecirculation of the flow over the first filter portion 184. The icedfirst filter portion 184 diverts the flow along the iced surface, passedthe transverse edge 190 and toward the wall of the engine duct (which inthe embodiment shown is formed by the splitter 180) and the space 196defined between that wall 180 and the transverse edge 190.

The wall 180 of the engine duct 172 and the adjacent collection member188 abruptly change the direction of the air in the flow to direct ittoward the second filter portion 186. Because of their inertia, thesupercooled water droplets are not able to follow the change ofdirection of the air, and impact the wall 180 of the engine duct 172and/or the collection member 188. The water is thus retained by the wall180 and/or the collection member 188, for example in the form of an icecoating I₁, I₂. The air circulating through the second filter portion186 is accordingly free or substantially free of the supercooled waterdroplets, allowing the second filter portion 186 to remain free orsubstantially free of ice, thus maintaining a flow through the filter182 during icing conditions.

The distance between the transverse edge 190 and the wall/splitter 180is selected so that under icing conditions, the remaining gap G betweenthe ice formations is sized to provide a sufficient flow to the engine12. In a particular embodiment, computational fluid dynamics (CFD)models are used to determine the relative position of the wall/splitter180 and transverse edge 190, for example as a function of stagnationstreamlines of the flow upstream of the filter 182.

Referring to FIG. 6-7, an auxiliary power unit assembly 200 including aninlet assembly 214 in accordance with another particular embodiment isshown, which is particularly, although not exclusively, suitable for usein environments with particle contaminants, e.g., sand. Elements similarto that of the embodiment of FIGS. 3-5 are identified with the samereference numerals and will not be described further herein. Althoughthe auxiliary power unit assembly 200 is shown as including the engineassembly 10 of FIGS. 1-2, it is understood that the engine assembly canhave any other suitable configuration.

In this embodiment, the main inlet duct 170 extends from the main inletopening 166 to a primary inlet 266 of a main plenum 267, which isaccordingly in selective communication with the environment of theaircraft upon opening of the main inlet door 168. The engine duct 172,compartment duct 174 and bleed duct 176 are all connected to an outletof the main plenum 267, for example by being in fluid communication witha common duct 269 extending from the main plenum 267. A filter 282extends across the engine duct 172. This filter 282 may be a planarfilter, as shown, or a filter having any other suitable configuration,including, but not limited to, the filter 182 of FIGS. 3-5.

The assembly 200 includes a particle separator 298 having an inletdefined on an exterior skin of the aircraft. The primary inlet 266 is inselective fluid communication with the environment independently fromthe particle separator 298, i.e. the flow path from the environment,through the primary inlet 266 and into the main plenum 267 does not passthrough the particle separator 298. However, the main plenum 267includes a secondary inlet 271 which is in selective fluid communicationwith the environment of the aircraft through the particle separator 290.In the embodiment shown, this selective fluid communication is providedthrough a secondary plenum 273 located aft of the main plenum 267 andcommunicating with an air outlet of the particle separator 298. Thesecondary plenum 273 has an outlet in selective communication with thesecondary inlet 271 of the main plenum 267, for example through apivotable member of secondary inlet door 268 pivotable to open or closethe communication between the primary and secondary plenums 267, 273, asrequired.

The particle separator 298 can have any configuration suitable to removeparticles from an air flow. In a particular embodiment, the particleseparator 298 is configured to provide high efficiency separation ofparticle contaminants; for example, the particle separator 298 may be apanel including a plurality of vortex tubes (e.g., Centrisep® panel).Each vortex tube is configured with a vortex generator along itsperiphery and has an open center. The vortex generator generates aswirling motion in the contaminated air passing therethrough and thecentrifugal force pushes the particles radially outward against the tubewall, thus creating an annular flow of particles around a central flowof clean air. Each vortex tube has a tubular outlet separating theparticle flow from the clean air flow. The particle flow is directed toa collector (not shown) while the air flows out of the particleseparator 298 into the secondary plenum 273.

It is understood that any other suitable configuration can be used forthe particle separator 298, so long as it is able to sufficiently removeparticle contaminants from the air flow while ensuring proper air flowis maintained.

Through movement of the main and secondary inlet doors 168, 268, theassembly can have a configuration suitable for use in a clean airenvironment (FIG. 6), for example for flight and uncontaminated groundoperation, and a configuration suitable for use in an environmentcontaminated with particles (FIG. 7), for example for ground operationin a sand environment. In the clean configuration and as shown in FIG.6, the main inlet door 168 is open and the primary inlet 266 of the mainplenum 267 is in fluid communication with the environment, so that theair flows directly from the environment, through the main inlet opening166, main inlet duct 170 and primary inlet 266, and into the main plenum267. The secondary inlet door 268 is closed, to prevent the fluidcommunication between the particle separator 298 and the main plenum267. In this configuration, the internal combustion engine 12, thecompartment 178 and the load compressor 21 are in fluid communicationwith the environment through the primary inlet 266, independently of(i.e., without passing through) the particle separator 298.

In the contaminated configuration and as shown in FIG. 7, the main inletdoor 168 is closed to prevent the fluid communication between theprimary inlet 266 of the main plenum 267 and the environment. Thesecondary inlet door 268 is open, so that the air flows from theenvironment through the particle separator 298, where the particles areremoved. The filtered air then flows through the secondary plenum 273and into the main plenum 267. In this configuration the internalcombustion engine 12, the compartment 178 and the load compressor 21 arein fluid communication with the environment through the particleseparator 298 and secondary inlet 271.

In both configurations, the air circulates from the main plenum 267through the common duct 269 and then to the engine duct 172, thecompartment duct 174 and the bleed duct 176.

It is understood that the particular flow configuration shown isexemplary only and that any other suitable configuration allowing forthe entire air flow to be circulated through the particle separator 298in one configuration and at least part of the air flow to bypass theparticle separator 298 in another configuration may alternately be used.For example, the particle separator 298 may be integrated into the maininlet door 168 and the secondary plenum 273 may be omitted.

The opening and closing of the doors 168, 268 may be commanded using anysuitable system, for example the FADEC (full authority digital engine(or electronics) control) of the auxiliary power unit assembly 200. In aparticular embodiment, the FADEC may command the position of the doors168, 268 based on the weight on wheels (indicating ground or flightposition) and the ambient temperature (for example for ambienttemperatures higher than 40° F.).

In a particular embodiment, the assembly 200 is accordingly configurableto be used in two types of environment by changing only the positions ofthe two doors 168, 268, which may allow for a quick and easyreconfiguration of the assembly 200 as required.

Referring to FIG. 8-9, an inlet assembly in accordance with anotherparticular embodiment is shown. The inlet assembly may be used in anauxiliary power unit assembly including the engine assembly of FIGS.1-2, or an engine assembly having any other suitable configuration.

In this embodiment, the bleed duct 376 extends from the main inletopening 166 to the load compressor 21, and the engine duct 372 is influid communication with the main inlet opening 166 by being connectedto the bleed duct 376. Two other ducts 374 (FIG. 8) are shown asextending from the main inlet opening 166; one or both of these ducts374 may be compartment ducts, as described above, and/or ducts to directcooling air to specific portions of the nacelle.

Although not shown, the inlet assembly 314 may have two alternateconfigurations so that the air can selectively be circulated through aparticle separator before reaching the ducts 372, 374, 376, as shown inFIGS. 6-7 and discussed above.

In this embodiment and referring to FIG. 9, the filter 382 received inand extending across the engine duct 372 is removable from the engineduct 372 through an opening 375 in a wall of the duct 372; in theembodiment shown, the filter 382 is slidable out of the opening 375,which is defined through a bottom wall 377 of the engine duct 372, sothat the filter 382 is vertically and downwardly slidable out of theopening 375. In a particular embodiment, the engine duct 372 definesC-shaped channels engaging with side edges and a top edge of the filter382; other suitable configurations may alternately be used.

The opening 375 is accessible from the exterior of the auxiliary powerunit assembly containing the inlet assembly 314. In a particularembodiment, the opening 375 is positioned so as to be accessible througha nacelle door providing access to the compartment (e.g., fuselage tailcone bottom door), so as to facilitate replacement or repair of thefilter 382.

The opening 375 can be selectively covered by a removable or movable(e.g. pivotable) door, which is retained in its closed position throughany suitable type of attachment including, but not limited to, latches,clips, and bolts. In the embodiment shown, the opening 375 is closed bya door 379 (shown open in FIG. 9) including an integrated seal, biasedtoward the closed position through a hinge spring 381.

Although shown as being retained through a sliding engagement, it isunderstood that the filter 382 can alternately be removably retainedthrough any other suitable type of configuration, including, but notlimited to, clamped between complementary flanges of portions of theduct 372 coupled to each other by any suitable attachment allowing atleast one of the portions to be easily removed (e.g., latches, springclips, bolts), and engaged to the duct 372 through any suitable type ofremovable attachment (e.g., threads).

In the embodiment shown, the engine duct 372 includes a plenum 372′ inwhich the inlet of the supercharger compressor 20 is received, and aC-shaped conduit 372″ between the inlet of the plenum 372′ and the bleedduct 376. The filter 382 is engaged to the plenum 372′ adjacent itsinlet, at the downstream end of the engine duct 372″. In a particularembodiment, the C-shape of the conduit 372″ acts as a particleseparator, preventing at least some of the particles of the flow frombeing directed into the conduit 372″ due to their inertia. The filter382 prevents at least some (and in a particular embodiment, all) of theremaining particles from reaching the internal combustion engine(s) 12.The filter opening 375 located at the downstream end of the engine duct372, underneath the duct 372, can be used upon removal of the filter 382to extract debris accumulated in the engine duct 372.

The engine duct 372 and bleed duct 376 can be configured as separatelyformed elements detachably interconnected, or alternately, bepermanently and/or integrally connected. In the embodiment shown, thebleed duct 376 also defines a plenum 376′ in which the inlet of the loadcompressor 21 is received. The two plenums 372′, 376′ can be configuredas separately formed elements detachably interconnected, or alternately,be permanently and/or integrally connected

Although the filter 382 is shown as a planar filter, it is understoodthat the filter 382 may have any other suitable configuration including,but not limited to, the filter 182 of FIGS. 3-5.

The above description is meant to be exemplary only, and one skilled inthe art will recognize that changes may be made to the embodimentsdescribed without departing from the scope of the invention disclosed.For example, elements of any of the described embodiments can becombined. Still other modifications which fall within the scope of thepresent invention will be apparent to those skilled in the art, in lightof a review of this disclosure, and such modifications are intended tofall within the appended claims.

The invention claimed is:
 1. A movable inlet assembly for an auxiliarypower unit for an aircraft, the assembly comprising: a first inletdefined on an exterior skin of the aircraft, the first inlet fluidlycommunicating between an environment of the aircraft and an engine ofthe auxiliary power unit via a particle separator when the inletassembly is in a first configuration; a second inlet defined on anexterior skin of the aircraft, the second inlet fluidly communicatingbetween the environment of the aircraft and the engine independently ofthe particle separator when the inlet assembly is in a secondconfiguration; a member selectively positionable to substantially blockcommunication between the second inlet and the engine when the inletassembly is in the first configuration.
 2. The assembly as defined inclaim 1, wherein the first inlet also fluidly communicates with acompartment containing the auxiliary power unit via the particleseparator in the first configuration, and the second inlet also fluidlycommunicates with the compartment independently of the particleseparator in the second configuration.
 3. The assembly as defined inclaim 1, wherein the first inlet communicates with the engine through aplenum in the first configuration, and the second inlet communicateswith the engine through the plenum in the second configuration.
 4. Theassembly as defined in claim 1, wherein the first inlet is selectivelyclosable by a first door and the second inlet is selectively closable bya second door, and wherein: in the first configuration, the first dooris closed and the second door is open; and in the second configuration,the first door is open and the second door is closed.
 5. The assembly asdefined in claim 1, wherein the first and second inlets communicate withthe engine through a filter.
 6. The assembly as defined in claim 1,wherein the first inlet also fluidly communicates with a compressor ofthe auxiliary power unit via the particle separator in the firstconfiguration, and the second inlet also fluidly communicates with thecompressor independently of the particle separator in the secondconfiguration.
 7. The assembly as defined in claim 1, wherein theparticle separator includes a plurality of vortex tubes.
 8. An auxiliarypower unit assembly for an aircraft, comprising: an internal combustionengine received in a compartment; a particle separator configured toremove particles from a flow; an inlet assembly including: a first inletfluidly communicating between an environment of the aircraft and theinternal combustion engine via a particle separator when the inletassembly is in a first configuration and fluidly communicating betweenthe environment and the compartment via the particle separator when theinlet assembly is in the first configuration; a second inlet fluidlycommunicating between the environment and the engine independently ofthe particle separator when the inlet assembly is in a secondconfiguration and fluidly communicating between the environment and thecompartment when the inlet assembly is in the second configuration; amember selectively positionable to substantially block communicationbetween the second inlet and the engine when the inlet assembly is inthe first configuration; wherein the first and second inlets communicatewith the internal combustion engine through a filter and with thecompartment independently of the filter.
 9. The assembly as defined inclaim 8, wherein the first inlet communicates with the engine through aplenum in the first configuration, and the second inlet communicateswith the engine through the plenum in the second configuration.
 10. Theassembly as defined in claim 8, wherein the first inlet is selectivelyclosable by a first door and the second inlet is selectively closable bya second door, and wherein: in the first configuration, the first dooris closed and the second door is open; and in the second configuration,the first door is open and the second door is closed.
 11. The assemblyas defined in claim 8, further comprising a heat exchanger in heatexchange relationship with a coolant of the internal combustion engine,the heat exchanger being in fluid communication with the compartment.12. The assembly as defined in claim 8, wherein the internal combustionengine is a Wankel rotary engine including a rotor having three apexportions mounted for eccentric revolutions within an internal cavitydefined in a housing, the internal cavity having an epitrochoid shapewith two lobes.
 13. The inlet assembly as defined in claim 8, furthercomprising a compressor drivable by the internal combustion engine, andwherein the first inlet also fluidly communicates with the compressorvia the particle separator in the first configuration, and the secondinlet also fluidly communicates with the compressor independently of theparticle separator in the second configuration.
 14. The inlet assemblyas defined in claim 8, wherein the particle separator includes aplurality of vortex tubes.
 15. The inlet assembly as defined in claim 8,wherein the first and second inlets are in fluid communication with theinternal combustion engine through a compressor.
 16. A method of feedingair to an auxiliary power unit assembly of an aircraft, the methodcomprising: in a contaminated environment, circulating air from theenvironment of the aircraft via a first inlet on an exterior skin of theaircraft into a plenum through a particle separator to remove particlesfrom the air; in a clean environment, circulating air from theenvironment of the aircraft via a second inlet on the exterior skin intothe plenum at least in part without circulating through the particleseparator; and in the contaminated and clean environments, circulating afirst portion of the air from the plenum to an inlet of an internalcombustion engine of the auxiliary power unit assembly through a filterand a second portion of the air from the plenum to a compartmentcontaining the internal combustion engine independently of the filter;wherein, in the contaminated environment, the method further comprisespositioning a door in a closed position to substantially blockcommunication between the second inlet and the internal combustionengine.
 17. The method as defined in claim 16, wherein the plenum is afirst plenum, and wherein in the contaminated environment, the air iscirculated through the particle separator into a second plenum, and fromthe second plenum into the first plenum.
 18. The method as defined inclaim 16, further comprising, in the contaminated and cleanenvironments, circulating a third portion of the air from the plenum toan inlet of a compressor of the auxiliary power unit assembly.
 19. Themethod as defined in claim 16, wherein the internal combustion engine isa Wankel rotary engine including a rotor having three apex portionsmounted for eccentric revolutions within an internal cavity defined in ahousing, the internal cavity having an epitrochoid shape with two lobes.